Coaxial propeller drive and mounting



May 5, 1942'. 5, SWASKEY 2,282,266

COAXIAL PROPELLER DRIVE AND MOUNTING Filed Nov. 8, 1939 3 Sheets-Sheet lInvent 0r Attorneys y 1942- H. s. SWASKEY 2,282,266

CQAXIAL PROPELLER DRIVE AND MOUNTING Fi'led Nov. 8, 1939 :s Sheets-Sheet3 Inventor A ttom y Patent ed Mays, 1942 2.282366 COAXIAL PBOPELLEBDRIVE AND MOUNT ING Henry 8. Swaskey, Moneuen, Pa. Application November8, 1939, Serial No. 303,465 2 Claims. (Cl. I'm-135.5)

My invention relates to structural arrangements whereby aeroplanepropellers or the like are mounted co-axially with respect to thepropeller shaft and in driven relation thereto, and the primary objectof the invention is to provide simplified and more eilicientarrangements of this character for a single propeller or for two or moreco-axial propellers, turning in different directions.

Other important objects and advantages of my invention will be apparentfrom a reading of the following description taken in connection with thedrawings, wherein for purposes of illustration I have shown preferredembodiments oi my invention. I

In the drawings:

Figure 1 is a general vertical longitudinal sectional view taken'throughan arrangement in accordance with thepresent invention whereby at leasttwo propellers are co-axially mounted and driven in opposite directions.

Figurez is a transverse vertical sectional view taken through Figure 1approximately on the line 2-2 and looking toward the left in thedirection of the arrow.

Figure 3 is a fragmentary elevational view on a reduced scale lookingfrom right to left in Figure 1.

Figure 4 is a similarly reduced elevational view of the forward side ofthe bearing retainer.

- Figure 5 is a view similar to Figure 1 showing an arrangement inaccordance with the invention involving a single propeller.

Referring in detail to the drawings, and first to the dual propellerarrangement illustrated in Figures 1 and 2 of the drawings, the numeral5 generally designates a substantially stationary portion of the engine(not shown), in the present case an aeroplane engine, which supports ahorizontal tubular cylindrical part 6, with the propeller shaft 1extending therethrough beyond the bearing 8 in the motor housing, thesaid shaft I extending in spaced relation to the interior walls of thepart 6 and having its front end extending through a bearing bushing 9adjacent the right hand end of the part 6. The right hand end of thepropeller shaft is splined as indicated by the numeral I 0. The numeralsH and I2 designate co-axial propellers which have their blades pitchedin opposite directions for substantially similar .aero-dynamic actionwhen rotating in opposite directions, Each of these propellers has a hubl3 which surrounds the part 8 and is rotatably supported thereon by apair or oppositely pitched roller bearings ll. A separator I! in theform 01' a cylinder fitting the outside of the part 8 is keyed to thepart 8 as indicated by the numeral l8 and further locked in place by aset screw l1 opposed to the key It, and this separator has its left handend bearing against the right hand bearing ll of the propeller II andhas its right hand end bearing against the left hand bearing ll of thepropeller l2; On the facing sides of both propellers are respective ringgears l8, l9, which are equipped with beveled teeth 20, the ring gearsbeing held in place by studs 2| entering the hubs of the propellers. Abeveled idler pinion 22 has a roller bearing 23 revolubly mounting it ona stub shaft 24 which projects from a boss 25 extending radially fromthe separator l5 between the propellers, and this pinion 22 is held inmesh with both of the ring gears l8 and I9 by a retainer 26 secured tothe outer end 01 the stub shaft 24. By means of these arrangements thepropellers II and I2 are free to turn relative to each other andrelative to the motor housing extension 6, but only in oppositedirections. The

propeller I2 is held in place by engagement of the retainer plate. 21with the right hand one of its roller bearings II, this plate 21 beingcircular as indicated in Figure 4 and of a diameter to extend its edgesbeyond the sides of the part 6 to engage the mentioned bearing, thisplate being providedwith a number of stud holes 28 which receive studs29 which enter the right hand end of the part 6. A concavo-convex heavyplate 30 of circular form has an axial opening 3| therein with splinesthereon to fit the spline grooves In on the right hand end of thepropeller shaft I so that the plate 30 is secured to the shaft forrotation therewith and support thereby. A suitable number ofcircumierentially spaced indentations 32 are provided in the outer sideof the plate 30 and these have communication with stud holes '33 whichaccommodate studs 34 in the position indicated in Figure 1, with thestuds 34 threaded into the hub of the right hand propeller 12, therebyrigidly connecting the member 30 with the propeller l2 so as to impartto the propeller I 2 the rotary motion of the propeller shaft 1 as it isturned by the driving engine. It is to be observed that the concavity 35of the plate so is suillcient to provide the desired clearance foradjustments of the propellers along the member 6 for taking up wear andfor other purposes. As shown in Figure 2, the boss 25 has an opening 38in which the beveled pinion 22 is mounted, the upper part of the bossdefined by the opening being the retainer 26 referred to. and the stubshaft 24 extending across this opening and in the lower part of the studand in the retainer portion 28. It is to be observed that the set screwl1 not only assists the key IS in preventing relative rotation of themember I! on the member 6, but also looks the member I!againstlongitudinal movement relative to the part 6.

' Referring now to the embodiment of the inventlon shown in Figure 5,which illustrates a single propeller arrangement in accordance with thepresent invention, the numeral 5:: designates the aeroplane or otherengine housing, the numeral-6a the tubular extension thereof on whichthe propeller in is revolubly supported by the pair of oppositelyangulated bearings a the right hand one of which is engaged by theretainer plate 210 secured to the right hand end of.-the member So bythe studs 290. In this case the left hand bearing ll may engage a stopshoulder 31 adjacent the housing 5a instead of the housing itself as inthe first described embodiment, in opposition to the retainer plate 21a.

The propeller shaft la'extends through the part 6a. and throughv abearing bushing 9a and also .through'the plate 21a where it has thesplined portion Ina which is splined in the opening in the plate 30awhich has countersunk studs 84a threaded into the hub I30 of thepropeller to operatively connect the propeller shaft with the prope ler.Also similar to the arrangement of the first described. embodiment isthe bearing arrangement 8a in the propeller shaft housing for thepropeller shaft which in this case is shown as a-portion of thecrankshaft 38, having one of the connecting rods 39 of the engineconnected thereto and shown working in the cylinder 40.

Although I have shown and described herein preferred embodiments of myinvention, it is to be understood that I do not desire to limit theapplication of the invention thereto, except as may be required by thescope of the subjoined claims.

Having described the invention what .is claimed as new is:

1. In combination with an engine having a stationary housing and apropeller shaft extending therefrom, a cylindrical tubular extension onsaid housing receiving said propeller shaft with the end of thepropeller shaft extending axially therebeyond, a propeller having anannular hub rotatably mounted on said tubular extension, and anoperative connection between said end of the propeller shaft and saidpropeller, another propeller having an annular hub rotatably receivingsaid tubular extension, said other pro-' pellerbeing positioned betweenthe engine housing and the first propeller, and gear means operativeh'connecting the propellers for simultaneous rotation in oppositedirections, said gear means comprising a sleeve on said tubularexpropellers on said tubular extension, a can outwardly of the tubularextension and secured to one of said propellers, said cap being splinedon the outer end of the shaft, the facing sides of said propellersbeingformed with ring gears, a pinion in mesh with'both of said ringgears, and carrier means mounting said pinion on said tubular extension,said bearing means comprising an inner stationary tapered bearing and anouter axially adjustable bearing for each of said propellers, saidcarrier 'means being adjustable along said tubular extension, and anaxially adjustable retaining washer secured to the outer end of saidtubular extension and engaging the outer adjustable bearing of theadjacent propeller to hold the bearing means of both propellers in apredetermined position.

HENRY S. SWASKEY.

